Engine starting mechanism



June 18, 1940. R. P. LANSING 9 ENGINE smn'rme MECHANISM roriginal Filed may 5 Sheets-Sheet 1 a W E Raymond F 107251?? R. P. LANSING 292059041 ENGINE STARTING MECHANISM Original Filed May 12, 1 930 a Sheets-Sheet 2 Zsnventor Raymond Plawaiflf Gttorncg June 8 R. P; LANSING 2,205,041

ENGINE STARTING MECHANISM Original Filed May 12, 1930 .5 Sheets-Sheet 5 Raymond P Lawsz'ny attorney Patented June 18, 1940 2,205,041 I ENGINE STARTING MECHANISM Raymond P. Lansing, Montclair, N. J., assignor to Eclipse Aviation Corporation,

East Orange,

N. J., a corporation of New Jersey Application May 12, 1930, Serial No. 451,830 Renewed March 2, 1938 5 Claim.

This invention relates to engine starting apparatus, and more particularly to devices of the inertia type for use in starting internal combustion engines.

One of the objects of this invention is to provide novel unitary starting mechanism.

Another object of the invention is to provide an engine starter of the inertia type embodying novel means which will transmit ,a predetermined 10 torque only, whereby the parts are protected against excessive strains.

Another object is to provide an engine starter of the inertia type in which the inertia member may slip relative to the remaining parts when 15 the resistance of the remaining parts becomes excessive.

Another object of this invention is to provide an engine starter of the inertia type which will transmit a predetermined torque only and which will prevent excessive shocks from being transmitted to the engine on starting.

Another object of this invention is to provide a novel combination of elements giving a simple and compact construction which is efllcient for 6 the purpose intended and reliable in operation. A These and other objects will be more apparent from the following description of the drawings.

Three embodiments of the present invention are illustrated in the accompanying drawings,

30 but it is to be expressly understood that the drawings are for the purpose of illustration only and are not designed as a definition of the limits of the invention, reference being had for this purpose to the appended claims.

' Fig. 1 is a longitudinal section of an engine starter embodying the present invention;

Fig. 2 is a detailed view of the lower section of a shaft on which the inertia member and clutch elements are mounted, as shown in Fig. 1, the

4 upper end of the shaft being cut away for clarification, although shown fully in Fig. 1;

Fig. 3 is a detailed fragmental plan view of one of the gears shown in Fig. 1;

Fig. 4 is a perspective view of the resilient driv- 5 ing connection between the driven clutch jaw and flywheel of the engine shown in Figs. 1, 5 and 6;

Fig. 5 is a longitudinal section of another embodiment of the present invention.

Fig. 6 is a longitudinal section of still another embodiment of the-invention; and

Fig. 7 is a side elevation view of the externally threaded nut which constitutes part of the assembly shown in Fig. 1 and in Fig. 6.

Starter mechanisms incorporating the present invention comprise an inertia member in which substantially all of the energy for cranking the engine is adapted to be stored. Reduction mechanism is operatively connected with the inertia member. and with a manually operated actuating means so that the inertia member may be energized by means of a hand crank through the reduction gearing. A driving mechanism is also connected with the reduction gearing for transmitting'the energy stored in the inertia member to the engine to be started through the reduction 10 gearing.

Referring now to the drawings wherein like reference characters indicate like parts throughout the several views. As illustrated in Fig. 1 the starter is enclosed in a casing having an inner part 8, an intermediate part 9, and an outer part I0 held in assembled relation by means of bolts ll extending through aligned apertures in the several parts. Any suitable means may be provided for attaching the casing to the engine to be started such as brackets (not shown). An apertured diaphragm I2 is attached to the outer casing part III in any suitable manner such as by cap screws (not shown) and which in turn carries a cover l3 forming a chamber. This diaphragm has a circular boss l4 forming a seat for antifriction bearing l5 inserted in the aperture and which is held in place by a circular plate i6 attached to diaphragm i 2 by means of bolts ll. Laterally spaced from the bearing l5 and within the cover i3 forming a seat therefor is an antifriction bearing l8.

A hollow shaft i9 is rotatably mounted in the bearings i5 and i8 having an annular shoulder 20 for engaging the inner part of bearing l5. Loosely mounted on shaft i9 is an inertia member having a hub 2|, a web 22, and a flange 23, adapted to be rotated in the chamber formed by the diaphragm I2 and cover l3. The inertia member is supported on the shaft 19 by a friction plate 24 rotationally rigid with the shaft and resting on the other side of the bearing l5 from that engaged by the shoulder 20 of the shaft IS. A second friction disc 25 rotationally rigid with the shaft l9 but free to move longitudinally thereof engages the other side of the hub 2! of the inertia member. These friction plates 24 and 25 constitute a yielding driving connection from the shaft to the flywheel for transmitting a predetermined torque, dependent upon the pressure applied. The pressure is applied by a spring 26 located between the disc 25 and an abutment 21. which is adjustable longitudinally by means of a nut 28 for varying the pressure and which may be locked in any set position by a nut 29. As shown in detail porting the shaft.

in Fig. 2, the shaft I9 has a cylindrical end portion 30 with flat sides to cooperate with similar flat sides in the bearing I8. Adjacent this end is provided a screw threaded portion 3| for receiving the nuts 28 and 29. Below the threaded portion 3| is an enlarged boss 32 with flat sides 33. The flat sides of this boss cooperate with the apertures in the friction discs 24 and 25 for making the same rotationally rigid therewith. The aperture in the hub 2| of the inertia member is circular allowing it to rotate freely on the shaft. 0n the lower end of shaft I9 and formed integrally therewith is a pinion 34.

The reduction gearing connected with the inertia member comprises a gear 95 in constant mesh with the pinion 34 formed integral with the shaft I9. Gear 85 is fixed to a stub shaft 36 by means of a nut 31 on the threaded extension 88 of the shaft. This stub shaft 36 is rotatably mounted in anti-friction bearings 39 and 40 pcsitioned in an apertured web 4| integral with the casing part I0. The web is formed with a boss 42 and a peripheral recess 43 forming a seat for the bearing 39 and an expansion bushing 44 respectively, the bearings having a press fit with the bushing. On the lower end of stub shaft 36 and formed integral therewith is a spur pinion 45 in constant mesh with a spur gear 46. As more clearly shown in Fig. 3, a disc like member 41 is rigidly attached to the spur gear 46' by means of splines 48 and 49 projecting from the two respective members. Set screws 50 are screw threaded into tapped holes formed between the splines of the two members to prevent longitudinal movement relative to each other. A beveled pinion 5| is rigidly attached to the member 41 by means of a nut 52 on a threaded extension 58 of the member 41.

The manually operated actuating means for the reduction gearing comprises a shaft 54 having a pin 55 extending transversely through the shaft externally of the casing and adapted to be engaged by a removable crank (not shown). This shaft 54 has formed integrally therewith on the opposite end, an internal gear 56. The internal gear 56 is in constant mesh with a pinion gear 51 formed integral with a shaft 58 and transmits motion'to the bevel pinion 5|, through the bevel gear 59 rigidly attached to the other end of the shaft 58 by means of a nut 60 on the threaded extension 6| of the shaft. The shaft 58 is rotatably mounted in a housing 62 inserted in an aperture in the casing part I0, and held in position by means of set cap screws 63. Shoulder 64 is provided on the housing to cooperate with a corresponding shoulder on the housing part I0 to properly position the same. Bushings 65 are positioned at either end and. within the housing 62 for rotatably supporting the shaft 58 and correcting any slight inaccuracies of thebore. The shaft 54 is rotatably supported in a housing part 64 attached to the housing 62 by means of bolts 61 and has bushings 68 and 69 for rotatably sup- A thrust washer 10 is provided between the internal gear 56 and the housing 64. A washer 1| is provided at the other end between the end of the housing 64 and a snap ring 12 positioned in a groove on the shaft 54 for holding the same in its proper longitudinal position.

The driving mechanism connected with the reduction gearing comprises a hollow cylindrical extension 13 of the ring gear 46 having an internal long lead thread 14, the end of which thread on the upper side constitutes a shoulder 15. This ring gear 46 and cylindrical extension 13 are rotatably mounted in a casing extension 16 of the.intermediate casing part 9, by means of the anti' friction bearing 11. A bushing 18 is provided for correcting any slight inaccuracies in the bore of the casing extension 16 and forming a bearing surface. Within the cylindrical ex tension 13 is positioned a nut 19 which as more clearly shown in Fig. 7 has external long lead threads 80, ashoulder 8|, and internal grooves 82. A driving member 83 is positioned within the extension 13, having splines 84 that engage with the grooves 82 in the nut forming a rigid driving connection therebetween but allowing a longitudinal movement. This driving member 83 extends outwardly of the casing extension 16 and has a flange against which nut 19 abuts when the latter advances by reason of the screw action which occurs between threads 14 and in response to initial rotation of extension 19. This flange on driving member 88 is provided with a notched outer surface constituting clutch jaws 85 for engagement with clutch jaws 86 of a member of the engine to be started.

The driving member sition out of engagement with the member of the engine to be started by means of a rod 81 which extends through the driving member 41 and the hollow shaft I9 at their axes of rotation to the outside of the cover I9. Attached to this rod 81 is a push-button 88 by means of a pin 89. On the other end of the rod 81 from the push-button is a nut 90 engaging the under part of the driving member and held on the rod by means of a cotter pin 9|. A spring 92 positioned between the push-button and cover I3 normally holds the rod 81 and driving member in their retracted positions. A shoulder 93 is provided on the rod 81 for engagement with a washer 94 which acts as an abutment for spring 95 which engages at its other end with the driving member to hold the same against the nut 90.

The driving connection between the starter mechanism and the flywheel of the engine to be started will now be described. A detailed view of this driving connection which is common to all three modifications is shown more clearly in the perspective view of Fig. 4. The flywheel 96 of the engine to be started is held in its proper position on the threaded end of the crank shaft 91 by means of a nut 98. The clutch member having teeth 86 is secured to a plate 99 having a peripheral flange I00 by any suitable means such as rivets IOI. Mounted on the opposite side of the plate from the clutch member are angulariy disposed studs I02 held in position by a head peaned over on the front side of the plate. Also angulariy disposed on the plate 99 but on different diameters from the studs I02 are slots I03 concentric with the axis of rotation. Positioned on the under side of the plate 99 and within the flange I00, is a disc of resilient material I04, such as rubber, having apertures for receiving studs IOI and apertures in alignment with the slots I03 at one end. Bushings I05 are inserted in these apertures for receiving cap screws I06 which extend through the plate 99 and resilient disc I04, and are adapted to be screwed into tapped holes in the flywheel 96. With this arrangement the rotation of the jaw clutch having teeth 86 is transmitted to the flywheel 96 through the resilient disc I04 by means of the studs I02 and cap screws I06 preventing any shocks from being transmitted to the engine.

The operation of the starter mechanism is as is held in a retracted pofollows: The operator attaches a hand crank to the pin 55 and rotates the shaft 54, which motion is transmitted at an increased rate by the internal gear 56 and pinion gear 51 to the shaft 58 and gear 59. Gear 59, being in constant mesh with the bevel pinion 5|, will rotate the member 41 rigidly secured to the spur gear 46. The ring gear 46, being in constant mesh with the pinion 45, will rotate the stub Shaft 36 and the gear 35 attached thereto and which in turn will rotate the pinion 34 and hollow shaft I9 at a greatly increased rate. The friction discs 24 and 25 being rotationally rigid with. the hollow shaft I9 and engaging the hub of the inertia member 2| with a predetermined friction, as determined by the compression of the. spring 26, will transmit their rotation tothe. inertia member to energize the same. When the inertia member has stored sufiicient energy to start the engine, push-button 89 is depressed and the rod 81 forced downwardly together with the washer 94. The spring 95 will then force the driving member 83 into engagement with the member of the engine to be; started by means of the teeth and 86, with a yielding pressure.

The rotation of the inertia member is then transmitted back through the gears-34, 35, 45, and 46, and cylindrical extension". The rotation of the extension I3 will advance the nut I9 into abutment with the flange of member 83, in which position it serves to firmly hold the driving member 83 through the clutch jaws 85 in engagement with the clutch jaws of the engine member 86. Further rotation of the extension 13 will then be transmitted through the nut I9 to the driving member 83 by means of the spline 84 and rotate plate 99 of the member of the engine to be started. When the torque is first supplied to resilient disc I04 it will allow a relative movement between the studs I02 and the cap screws I06, preventing the sudden shock from being transmitted idirectly to the crank shaft. If the torque becomes excessive, the inertia member will slip relative to the friction discs 24 and 25 preventing any strains or possible breakage of parts. The predetermined torque which will be transmitted from the inertia member to the remaining parts may be determined by the proper adjustment of the spring 26 by nut 28. After the engine starts and is running under its own power, it will rotate at a greater speed than the driving member and rotate the nut I9 relative to the extension I3. This rotation of the nut will retract the same and allow the spring 92 to retract the rod 81 and driving member 83 out of engagement with the engine member to its normally disengaged position.

If, at anyperiod of the cranking process, there -is a momentary tendency on the part of the crank-shaft to overrun, jaw clutch 85, after moving back slightly against the spring and nut I9, will be returned (by the combined pressure of said spring and nut) into full mesh with jaw clutch 86, and the cranking action continued until the engine is capable of continuing in motion on its own power. It is to be understood that the operator maintains button 88 depressed until completion of the cranking action.

In the embodiment disclosed in Fig. 5, a diil'erent arrangement of elements is provided. In this embodiment the hollow shaft I9 is rotatably mounted in bearing I5 in the apertured dia phragm I2 and the bearing I8'mounted in an extension 4I of web 4|. The hollow shaft I9 is provided with a shoulder III] for engaging the inner part of the bearing 5 and a. tapered end III to fit a corresponding tapered inner part of the bearing I8 for providing a rigid connection of the shaft with the inner rotating part of the bearing and for maintaining the bearing seated in the apertures of the diaphragm and web. The hub 2| of the inertia member rests directly on the inner part of the bearing I5 and is held in rigid contact with the same by means of a nut I I2threaded on the threaded end of shaft I 9.

An internal ring gear II3 meshes with the pin- 10 ion gear 45 formed integral with the stub shaft 36. This internal gear H3 is rigidly mounted in a member II 4 having a part II 5 to which is attached an extension II6 by any suitable means such as a sweated joint. The part H5 at its lower 15 end is cut away to form splines I H. A bushing H8 is provided to form a bearing surface for the extension II6. A hollow cylindrical member II9 with internal long lead threads corresponding to those of nut I9 is positionedwithin the ex- 20 tension I I6. A series of friction discs I22 are provided for connecting the extension 6 to the hollow cylindrical member II 9 and adapted to transmit a predetermined torque only. These friction discs are of two sets in and the discs of one set are connected with the spline II! of extension II6, while the discs of the other set, disposed alternately with the discs of the first set, are similarly connected to the cylindrical member II 9. The frictional engagement 30 between the sets of discs may be adjusted to any desired amount by means. of spring I23. The friction discs I22 are held in position by means of rings I24 and I25 and a series of springs I23. These springs are ing lugs I26 from the ring I25. The other end of the springs I23 are seated on an adjustable ring I21 having a screw threaded engagement with the member H9 and are provided with a series of apertures I28 for engagement by wrench. By advancing or retracting the ring I2I the compression of the springs I 23 may be adjusted for varying the frictional engagement of the alternate discs I22. The hollow cylindrical member and disc clutch tion by means of a snap ring I. A detachable dust cover I29 is provided having a slotted resilient skirt with a protruding rib adapted to engage a cooperating recess in the casing extension 16. A snap ring of the cover with the extension.

The manually operated actuating means for the reduction gearing comprises the bevel gear 59 the sleeve for supporting the shaftI3I and coro recting any slight inaccuracies in the respective diameter. A sleeve I49 is provided in an aperture of the casing part 9 for rotatably supporting the'sleeve I33 and is held in its position in the casing by means of a set screw I 42. The assembly 70 of shaft, gear, and sleeve is adapted for longitudinal movement in the journal II to demesh the gears 59 and 5|. To limit the longitudinal movement when the gears are in mesh a shoulder I43 is provided on the sleeve which abuts against a 75 alternate relation 25 centered by means of dependa spanner 40 assembly is retained in posi- 45 I30 insures positive engagement by meansof a nut I32 on the threaded 55.

shoulder I44 formed on the outside end of the journal I40.

The operation of the mechanism in this embodiment of the invention is similar to the modification disclosed in Fig. 1. The operator attaches a hand crank to the shaft I3I bymeans of the pin I36 and slides the shaft and sleeve I33 until the shoulder I43 abuts with the shoulder I44 at which time the gear 59 and pinion 5| will be in mesh. The shaft is then rotated by the crank which motion is transmitted through the gears H3, 45, 35, and 34'integral with the hollow shaft I9 and the inertia member rigidly attached thereto. After sufficient energy has been stored in the inertia member to start the engine, the cranking shaft I3I is moved longitudinally out of engagement with the actuating mechanism. The push-button 88 is depressed and the driving member 83 moves into engagement with the driven member of the engine to be started. The motion of the inertia member is then transmitted back through the shaft I9, gears 34, 35, 45, H3 to the cylindrical extension H6. The friction discs I22 will then transmit a predetermined torque to the member H9. Rotation of the member H9 advances the nut 19 and firmly holds the driving member 83 in engagement with the driven member. If the resistance of the engine is greater than the torque which can be transmitted through the friction disc I22, a relative slippage will occur preventing excessive strains or breakage of parts. When.the engine starts to run under its own power the nut 19 will be retracted and the spring 92 will disengage the driving member from the driven member of the engine.

In the embodiment of the invention disclosed in Fig. 6 the hollow shaft I9 is rotatably mounted in the bearings I5 and I9 and has a threaded connection I49 at one end with the inner part of the bearing -I8 and the annular shoulder H engaging theunder part of the bearing l holding the respective bearings against their seats. The adjustable abutment 21 against which the spring 26 rests is held between the nuts 28 and 29. Friction discs 24 and 25, as in Fig. 1, are rotationally rigid with the hollow shaft I9 and engage the hub 2| of the inertia member.

The internal ring gear H3 is rigidly mounted in a member I50 which has an extension I5I attached thereto by means of rivets I52. This cylindrical extension I5I is rotatably mounted in a bushing I53 carried by the casing extension 16. This bushing I53 may be in the form of a graphite packing for lubricating the bearing surface. This cylindrical extension I5I has internal long lead threads 14 that cooperate with the long lead threads 80 on the exterior of the; nut I9 which in turn is splined internally to the driving member 83 as in Fig. 1.

An apertureddiaphragm I54 is provided in an I3 against which the comextension of the cover pression spring 92 abuts. The other end of the spring seats against the underpart of the pushbutton 88 which in this modification extends into the cover I3 which acts as a guide for the same.

In Figs. 5 and 6, the reduction gear transmission is the same as is also the longitudinally movable actuating means for the reduction gearing. The operation of the elements in this modification can be readily understood in view of the description of the operation of the modification shown in Fig. 1, and need not be explained.

Thus it will be seen that a compact, efflcient starting mechanism has been provided which prevents undue strains from being subjected to the parts, allowing the parts to be made in a light compact form, and also providing a starter in which any sudden shocks in starting are prevented from being directly applied to the crank shaft of the engine.

It will be obvious that the invention is not limited to the specific forms described and illustrated in the drawings, but is capable of a variety of mechanical embodiments. Various other changes which will now appear to those skilled in the art may be made in the form, details of construction, and arrangement of parts without departing from the spirit of the invention, and reference is therefore to be had to the appended claims for a definition of the limits of the invention. That portion of the disclosure not claimed herein is the subject of claims in my divisional application, Serial Number 113,738, filed December 1, 1936.

4 What is claimed is: I

1. In an engine starter, a longitudinally movable driving member having an axial bore, a hollow shaft coaxial with the driving member, reduction means connecting the driving member and shaft, an inertia member mounted on the shaft and in driving engagement therewith, a rod extending through the bore of the driving member and the hollow shaft for controlling the iongitudinal movement of the driving member, a driven member mounted on the engine crankshaft in a position to be engaged by said driving member, and an axially movable sleeve surrounding said rod and physically abutting said driving member to tend to prevent disengagement of said members prior to completion of the cranking process.

2. In an engine starter, a housing, a hollow shaft rotatably mounted in said housing, a driving member on said shaft, a longitudinally movable engine engaging member mounted in said housing in driven relation with the shaft, a friction clutch and reduction gearing connecting said shaft and engine engaging member, a rod connected to the engine engaging member at one end and to a manually operable member at the other end, said rod extending through the hollow shaft, a spring coiled about said rod for holding the rod and engine engaging member in a normally retracted position, and a threaded sleeve surrounding said rod and physically abutting said driving member to tend to prevent disengagement of said engine engaging member.

3. The combination with an engine member of means for driving said member comprising a one-way driving connection including coaxially disposed driving and driven clutch jaws having fcorresponding ratchet teeth, a threaded element movable relatively to said driving jaw and into abutting engagement therewith to hold said ratchet teeth engaged, and means including said threaded element for causing an initial, limited degree of rotation of both said clutch elements prior to movement of said engine member.

4. The combination'with an engine member of meansfor driving said member comprising a one-way driving connection including coaxially disposed driving and driven clutch jaws having corresponding ratchet teeth, means including a threaded element movable relatively to said driving jaw and into abutting engagement therewith to hold said ratchet teeth engaged, and means for causing an initial, limited degree of rotation of both said clutch elements prior to movement of said engine member, said means including said threaded element, a driving member in line with u aecacai said threaded element, and a. second clutch of the friction type acting to drivably connect said driving member and threaded element.

5. The combination with an engine member of means for driving said member comprising a oneway driving connection including coaxially disposed driving and driven clutch jaws having corresponding ratchet teeth, means including a threaded element movable relatively to said drivmg jaw and into abutting engagement therewith to hold said ratchet teeth engaged, and means including a gear having a threaded extension engaging said threaded element for causing an initiaL-limited degree of rotation of both said clutch elements prior to movement of said engine member.

RAYMOND P. LANSING. 

